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Proceedings of the Eastern Asia Society for Transportation Studies, Vol.7, 2009 Propagation of Improvement Effects of Critical Inter-city Link --- The Japanese Decadal Change of the Available Travel Routes --- Makoto OKUMURA Makoto TSUKAI Professor Associate Professor Center for Northeast Asian Studies Graduate School of Engineering Tohoku University Hiroshima University 41, Kawauchi, Aoba-ku, Sendai 1-4-1, Kagamiyama, Higashi-Hiroshima 980-8576 Japan 739-8527 Japan Fax: +81-22-795-7477 Fax: +81-82-424-7827 E-mail: [email protected] E-mail: [email protected] Yusuke KIMURA East Japan Railway Company Operation and Rolling Stock Department 2-2-2, Yoyogi, Shibuya-ku, Tokyo 151-8578 Japan Abstract: Unlike the urban highway network, the inter-city network is composed of heterogeneous links of various speeds, costs and frequencies. Improvement of one airway link can possibly provide a new attractive travel route, such as an air connection route, as well as multi-modal route, including middle distance railway access. The improvement effect of a critical link may be propagated over the nation-wide network, unlimited to the direct neighbor connector of the improved link. How such propagation occurred in Japan between 1995 and 2005 is investigated. K-th shortest path search algorithm is applied to find the available set of routes. Remarkable changes in the Tohoku-Western Japan pairs are detected. This paper further analyzes the effects of the Shinkansen expansion to Hachinohe in 2002 on the service level of the available routes for those OD pairs, proving that there are strong multi-modal propagations on the air links at Sendai airport. Key Words: inter-city network, multi-modal routes, set of routes, Shinkansen 1. INTRODUCTION 1.1 Background Financing schemes for transportation development have been drastically diversified in recent decades. While European countries having long history of transportation operations that separate infrastructure provision from operations, developing countries try to take BOT, BOO and internalize the operation profit as to cover the initial building cost. When we design an appropriate financial scheme, we must analyze the flow of the investment effect, but such analysis for an inter-city transportation project is not so easy as that for an urban transportation project, where most users can be limited to the inhabitants of that city, especially along the line of the project. That condition is not the case in large scale inter- urban transportation projects, but transportation economists insist that the benefit of the improvement is generated in the transport service market at first, then, construction cost should be covered with the overcharge on the fare, and be gathered from the operators. Based on that belief, cost allocation scheme for new Shinkansen (rapid train system) Project is controversial, especially how they determine the cost sharing among the Japanese national government, local governments along the lines, and JR, as an operator. For example, JR West Proceedings of the Eastern Asia Society for Transportation Studies, Vol.7, 2009 is asked to cover a part of the construction cost of the Kyushu Shinkansen to be operated by JR Kyushu, while JR East is asked to cover a part of the cost of the Hokuriku Shinkansen expanded into the area of JR West. Furthermore, such effect propagation would not be limited to one mode --- railways in the above examples. As we will show in this paper, a newly constructed Shinkansen line can be used as a middle-distance access to a local airport, and a route shift is occurring to support an air link departing at the local airport. Such wide, and multi-modal propagation is a unique phenomenon in an inter-city network already constructed to certain degree of density. 1.2 Related Studies In the inter-city passenger transportation, competition between railway and air service have been frequently discussed and analyzed (Janic, 2003; Gonzalez-Savignat, 2004). Recently, however, complementally mixture of these two different modes gathers interests: one of the typical mixture use is railway access service for an airport (Lythgoe and Wardman, 2002), which take advantages of reliability of the railway service. Railway service has also another characteristics that it can collect demands distributed thinly along the line. It can be used as an effective demand collector for a hub airport, especially when it is difficult to expand the airport for several reasons (Givoni and Banister, 2006). In reality, there are not a few Multi-modal routes are chosen by passengers (Horn, 2003; Tsukai and Okumura, 2003), but the connectivity between the different modes is far from the satisfactory (O’Sullivan and Patel, 2004; Tapiador et al., 2009). From the passengers’ viewpoint, not only physical and spatial, but also temporal connectivity are very crucial (Cascetta and Papola, 2003; Krygsman et al., 2004; Malighettia et al., 2008). Concerning the measurement index for connectivity, Daily Reachable Sphare and Maximum Stay Duration are proposed in the Japanese national infrastructure development planning process (Sato and Totani, 2005; Morichi et al., 2005). Mathematical methodologies to find several routes on a dense network, and to efficiently calculate the indices have been studied (Kato et al., 1978; Miller-Hooks and Patterson, 2004). The present authors applied these methods to the Japanese inter-city public transportation network (Tsukai and Okumura, 2005; 2006), followed with the propose of a network design model (Okumura and Tsukai, 2007). However, the realistic service level evaluations have not yet executed, mainly because of data availability problem. 1.3 The Aim of This Paper This paper aims to show how such propagation occurred in Japan between 1995 and 2005. The k-th shortest path search algorithm is applied to find the available set of inter-city trip routes. Remarkable changes in Tohoku-Western Japan pairs, due to the Tohoku Shinkansen expansion up to Hachinohe City in 2002, are detected. This paper analyzes the change of the service level of the available routes in those OD pairs, by comparing the air, multi-modal, and rail routes from the Hachinohe zone to the zones in the Western. It is proved that there are strong multi-modal propagations of the Shinkansen expansion on the air links at Sendai airport, owing to the improvement of frequency and maximum staying time at the destination. Proceedings of the Eastern Asia Society for Transportation Studies, Vol.7, 2009 2. CHANGE OF THE AVAILABLE SET OF TRAVEL ROUTES 2.1 Network Data An inter-regional network database was prepared corresponding with the spatial unit of the Japanese Inter-city Net Passenger Traffic Survey using 207 zone divisions. We used 194 areas for the analysis excluding some isolated islands. The dataset consists of 246 nodes (194 zone centroids and 52 airport nodes) with 560 links (217 air, 291 trunk railway, and 52 airport access links). The prepared attributes of each link were physical distance, travel time, standard fare (for air and access links), name of express train, and the hourly frequencies of 18 hours from 6:00 to 24:00 for each direction. The source of the diagram information is referred to the timetables published in October 1995 and in October 2005. Major changes of inter-city transportation services around this decade are summarized in table 1. Besides the two international airports of Kansai and Chubu, most of the airport improvements appeared in rural area - far from the metropolitan regions (events 3,4,9 in table 1). This is why the improvements of the frequency was not so large as that of the travel time, especially in the case of new airports in rural areas, where flight frequency to Haneda Airport (Tokyo) could not so increase as to have been expected, due to the capacity limit of Haneda. The Hachinohe expansion of the Tohoku Shinkansen in 2002 (event 8) cut 34 minutes of nominal travel time, and the previous transfer time at Morioka Station became unnecessary, while the increase of frequency was small. The Kyushu Shinkansen solely did not have any direct service to Tokyo in the Shinkansen projects, shown in table 1 (event 11), but it provided large amount of shortening of travel time, as well as the remarkable increase of frequency as much as 16.5 times in a day. While the opening of Chubu International Airport resulted in an increase in the frequency of air ways (event 12), Kansai International Airport has lost more than half of its air lines by 2005. Table 1 Major events of Japanese inter-city transportation around 1995-2005 travel time, frequency, no. of lines No. year date event 1995.10 2005.10 unit 1992 3.14 Nozomi (270km/h) on Tokaido Shinkansen (Tokyo-Osaka) 16 53.5 times 7.18 Yamagata Mini-Shinkansen (Fukushima-Yamagata) opened 11.5 14 times 1993 3.18 Nozomi on Tokaido-Sanyo Shinkansen (Tokyo-Fukuoka) 13.5 17 times 1994 9.4 Kansai International Airport (Osaka) opened 68 / 25 45 / 12 times / lines 1 1997 3.22 Akita Mini-Shinkansen (Morioka-Akita) opened 104 / 13.5 84 / 14 minutes / times 2 1998 4.5 Akashi Strait Bridge (Hyogo) opened with bus service 3 7.18 Odate-Noshiro (North Akita) Airport (Akita) opened 3 / 2 times / lines 4 7.28 Saga Airport (Saga) opened 5 / 2 times / lines 5 10.1 Nagano Shinkansen (Takasaki-Nagano) opened 91 / 18.5 51 / 18 minutes / times 6 1999 12.4 Yamagata Mini-Shinkansen (Yamagata-Shinjo) expanded 53 / 9 46 / 8.5 minutes / times 7 2000 3.23 New B Runway of Haneda Airport (Tokyo) replaced 250 / 36 373 / 40 times / lines 8 2002 12.1 Tohoku Shinkansen (Morioka-Hachinohe) expanded 71 / 14 37 / 16 minutes / times 9 2003 7.7 Noto Airport (Ishikawa) opened 2 / 1 times / lines 10 10.1 Shinagawa Station on Tokaido Shinkansen (Tokyo) opened 16 54 times 11 2004 3.13 Kyushu Shinkansen (Yatusushiro-Kagoshima) opened 122 / 12 39 / 28.5 minutes / times 12 2005 2.17 Chubu International Airport (Nagoya) added to old airport 61 / 25 106 / 29 times / lines Proceedings of the Eastern Asia Society for Transportation Studies, Vol.7, 2009 Hokkaido Aomori AP.

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